Shock-absorber for automobiles.



W. H. 000K..-

' $11001: ABSORBER Fog AUTOMOBILES. PPPPPPPPPPPPPPP D A 11111111 3. 1,079,842.

Y Patented Nov. 25, 1913.

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w. COOK; SHOCK ABSORBER 'POR 'AUTOMOBILES.

APPLICATION FILED AUG. 14, 1913.

Patented N v. 25, 191s.

Z'SjTS-SHEET 2.

cisterns.

H. C0015 01? WEE GRLEliES, LQUISIANA.

SEEiTICK-ABSORBElE3 FQR AU'IQMCBILES.

Specification of Letters Patent.

' Patented Nov. 25., 1913.

.hpplicationiiled Angust is, 1913. Serial No. mares.

1 the United .States, residing at New in the parish of Orleans and State iusiana have invented new and useful "ovenieuts in hlhocli-Absorbers for Auihis invention relates to improvements in 1061 absorbers of that general type which is illustrated no my prior Patent No. 1,058,413,

sited April 8, 191.3, and which embodies a transverse main spring, a cushioning element. and a shock transmitting element. these parts being in common vertical plane and being so relate-d that the cushioning ele-v ment and the main spring mutually coact to eliminate minor tremors or vibrations which would be otherwise uncared for. w

The present invention comprises a specific organization of the parts aforesaid, which is particularly applicable to cars of the well known iiunrnobile t be and wherein theimproved shock absorber, disposed trans yersely of the car, supplements the action of the springs or other shock absorbing ageinat the sides of the car.

FnbU-filfiltlillLE-i of the invention are illus he accompanying drawings,

Figupe l is a perspective view showing an piication of the improved shock ab to the rear end of a car of the Hu-p o type; Fig. 2 is a similar View show- "lightly modified construction; Fig. 3 el vation looking toward the rear end he car, showng a-iurther modified conand Fig. a is a side elevation similar characters oi reference deslg'nate ole-responding parts throughout the several sews.

spring 1 is secured at its center directly toe rear bar of. the chassis A,'8.11(1 is ari nged above the other elements of the shock absorber. The cushioning element, as 2, as is usual in cmistructions of the type identified, preferably consists of an elongated pneumatic tube. The support for the cushelement 2 consists of a substantially element, and having at its ends upright ers 4. The hangers i, attheir upper are connected to longitudinally diset 1., l/Vsnrns H. Coon, a

a owing details ot the construction dlsclosed i the construction shown in Fig. 1, the

car forming a bed for said cushionposed arms 5 which are usual in Hupmobile cars, and in the ordinary construct-ions are directly attached to the ends of the rear spring. The arms 5 are mounted upon the ends of the rear axle casing B and the hangers it obviously suspend the bed 3 and ment and the inner ends of the bars 6 are ,pivoted between the ears 8. The connecgtions between the bars 6 and the spring 1 comprise upright ears 9 provided at the ends of said bars and links 10 which are pivotally .arranged between the ears 9 and are also g pivotcd to the ends of the spring 1.

The construction shown in Fig. 1 is especially desirable where the car is relatively heavy or is to be used on rough roads, and the. spring 1, by reason of the violence of j the shocks, may occasionally be extended to its full capacity. With this possibility in View, the inner ends of the bars 6 are spaced 5 from one another to provide a clearance 11 j and the spring is provided at its center and on its under side with a bumper 12, which. in

5 the event that the spring is nearly straightened, enters the clearance 11 and engages upon the central portion of the cushio-nQ.

In this way any suddeii jolt that would otherwise tend to straighten or flatten the spring is arrested It is preferable to provide the exposed portion of the cushion 2 1 with a band or layer 13 of rawhide or some other suitable tenacious material which will protect said cushion against wear consequent to the engagement therewith of the bumper 12.

T he construction shown in Fig. 2 embodies the same general arrangement of parts as is shown in Fig. 1, butdiifers in that the shock transmitting element, instead of comprising a pair of bars 6, comprises a single bar 6,

coextensive with the cushion 2 and pivoted at its'center, as at 14, to the bed 3.

In cases where it may be desired to economize space below the axle B, the construction shown in Figs. 3 and 4. may be employed. In this case, the spring is arranged comprises a pair of bars 6 which en- I below the cushioning element instead of above it, as in the embodiment described. The arms 5 are again utilized to suspend the bed for the cushioning element, but in this embodiment the bed, as 3, is in the plane of the upper ends of said arms and is substantially co-planar with the rear bar of the chassis. Y

The shock transmitting element may comprise either a pair of bars like the construction shown in Fig. 1, or a single bar, like the construction shown in Fig. 2. Asshown, a pair of bars 6 are employed which, at their inner ends, arepivot'ed between lugs 8 upstanding from the bed 3. Vertically disposed links 10 connect the outer ends of the bars 6* and of the spring 1", and the latter is secured at its center to a bracket 15 which, in turn, is connected to the center of the rear bar of the chassis A.

In all the constructions described, the elements of the shock absorbing agency are arranged in a common vertical plane, transverse to the chassis, and the shock transmitting elemcnt produces a wave-like compression of the cushion 2, in unison with the action of the spring, thereby stcadying the latter and minimizing the rebounds.

Having fully described my invention, 1 claim:

1. In a shock absorber, the combination with a chassis, an axle casing, and a pair of longitudinally disposed arms secured at the ends of the axle casing, of'a main spring sccured at its center to the center of a trans verse bar of the chassis, a cushioning ele ment in the plane of said spring, a rigid bed for said cushioning element connected at its ends to the ends of said arms, a shock transmitting elemcntpivotally connected to the central portion of said bed and engaging upon said cushioning element, and links connecting the. ,outer ends of said shock transmitting element and said main spring.

2. In a shock absorber, the combination with a chassis, an axle casing, and a pair of longitudinally disposed arms secured at the -cnds of the axle casing, of a maiii spring secured at its center to the center of a transverse, bar of the chassis, a cushioning element arranged below said spring in the plane thereof, a rigid bed for said cushioning element, hangers depending from said arms and carrying said bed, a shock transmitting element pivotally connected to the central portion of said bed and engaging upon said cushioning element, and links connecting the outer ends of said shock transmitting element and said main spring.

3. in a shock absorber, the combination with a chassis, an axle casing, and a. pair of longitudinally disposed arms secured at the ends of the axle casing, of a main spring socured at its center to the center of a transverse bar of the chassis, a cushioning element arranged below said spring in the plane thereof, a rigid bed for said cushioning cleucnt, hangers depemling from said arms and carrying said bed, a shock transmitting elementcomprising a pair of bars pivotally connct'lt'd at their inner ends to said hcd and engaging upon said cushioning clement, links connecting the outer ends of said bars and said main spring, the pivoted inner ends of the bars being spaced to expose the cen- -tral portion of the cushioning element, and

a bumper provided at the center of said main spring to engage the exposed central portion of the cushioning element.

4.111 av shock absorber, the combination with a main spring connected at its center to the chassis, an elongated air cushion below the main spring, a bed supporting the air cushion, a pair of shock transmitting bars arranged between the main spring and the air cushion and engaging the upper side of the latter, links connecting the outer ends of said bars and the outer ends of the main spring, pivotal connections between the inncr ends of the bars and the bed, said pivotal connections being arranged in spaced relation to expose the central portion of the air cushion, and a bumper rovided at the center of the main spring or engagement with the exposed central portion of the air cushion.

I In testimony whereof I have hereunto set my hand in presence of two subscribing witncsses.

WAL'lER n. cook. Witnesses:

'lnouas Hummer,

Jon ltmonsr. 

